Steam



(No Model.)

T. M. PELL.

RELIEF VALVE -EOR STEAM ENGINE GYLINDEES. N0.31o,935.` Patented Jan.'20,1885.'

UNITED STATES PATENT @E1-rca THOMAS MARA EELL, OE BROOKLYN, ASSIGNOR TOTHE UNITED STATES STEAM SEEOIALTY COMPANY, OE NEW YORK, N. Y.

RELIEF-VALVE' FOR STEAM-ENGINE CYLINDERS.

SPECIFICATION forming part of Letters Patent No. 310,935, dated January20, 1885. Application lcd JulyvQS), 1834. (No model.)

To if/ZZ whom it may concern:

Be it known that I, THOMAS MARA FELT., a citizen ofthe United States,residing in the city of Brooklyn, in the county of Kings and State ofNew York, have invented certain new and useful Improvements in Relief-Valves for Steam-Engine Cylinders; and I do hereby de- Clare that thefollowing is a full, clear, and eX- act description of the invention,which will enable others skilled in the art to which it appertains tomake and use the same.

rIhe object of my invention is to provide an automatic arrangement ofmechanism whereby the bad effect of over cushioning or compression ofsteam and water is obviated in the cylinders of steam-engines.

To carry my invention into effect I arrange a set of relief pipes andchambers, and an arrangement of automatic valves connected with bothends of the cylinder, as clearly illustrated in the accompanyingdrawings, in which similar letters refer to similar parts throughout theseveral views.

Figure l is a vertical section of the entire apparatus as applied to anupright cylinder,

I and Fig. 2 the mode of application to a hori- 4 5 joint, and bothopening inward and placed at Zontal cylinder.

All the parts shown, being cylindrical in form, are fully illustrated inFig. l, in which,L

A is the steam-engine cylinder; B, apressureregulating piston-valvecylindrically turned' and fitting into the chamber C, in which it' movesvertically, and is further held in position by the piston-rod I), whichis screwed into the bottom of said piston B. The rod D is providedoutside the chamber C with a hook for attaching a cord or some similaroperating means, so that the valve can be lifted when desired, and onthe release of the cord will return to its former position. D', the seatof the valve; E, the outer or relief chamber, having an exhaust-port, F;G, the regulating screwplug; H, the compression-chamber, in which aretwo valves, 1 and 2, operated by ahinged an angle so as to insure apropersetting on the seat. rIhis chamber is placed below thereliefchamber E, but connects by the passage I. K1

K, compression-pipes leading from both ends of the cylinder; L, anair-cock; M, a spiral spring, and N N receiving-chambers.

Mode of operation: The pipes Kbeing connected to thecompression-chamber, one by valve l and the other by valve 2, by beingscrewed into the bosses l?, by opening the air-cock L free vent is givento the cylinder from both ends at the same time, and which empties thechambers N, pipes K, and the chamber H. By closing the cock L andscrewing down the regulating-plug G until the spring M exerts a pressureon thevalve-seat D of, say, atrie over the initialsteam-pressure, thechamber H, pipes K, and chambers N will fill with water to the pointsmarked a a. By the movement of the engine-piston any excess of water nowpasses alternately by valves l and 2, the one forming acheck orclosingthe other by its superior injection. The water,after entering thecompression-chamber H,now raises the regulating piston-valve B andescapes at the exhaust-port F, which may be connected with L, and bothdischarges carried to some convenient point. The moment the excess ispassed the piston B closes by means of the power exerted by the springM, and thereby retaining at all times the set pressure in the chamber H.In the event of overcushioning of steam, through imperfect action orslip of the main engine-valve, or by overstroke, caused by taking uplost motion, &c., such excess will pass out ofthe cylinder and displacea portion of the water in the globes N or N, which I construct of a sizeof about the cube contents ofthe cylinder clearance. Such displacementwill then discharge a larger quantity of water by the port F; but thesteam almost instantly returns to the cylinder. This action oftheapparatus not only prevents straining,but economizes thesteam, andmay be known to occur by the cessation of the pulsations of the rod Dfor a few strokes of the engine, or until-the water once more fills tothe points c a. i y

The apparatus may be placed away from the engine, against the wall ofthe engine-house, or on one side of the ship, or in any convenientplace, provided the valve-seat D is always a few inches below the pointsa, as shown.

The benetiis to be derived by the use of this auxiliary exhaust aremany. The efficiency of an engine, whether high, low pressure, orcondensing,is increased,and an evenness of motion produced throughoutthe entire mechanism. The removal ot' strains andjars saves considerablerepairs, and Vinsures against delays and the possibility of personalscalding, or, worse, in the event of a cylinder-head being blown off. Itinsures an economical use of steam, and is therefore a fuel-saver, andwhile providing a constant relief for the water its construction is suchthat neither live nor eX- haust steam can escape.

As a modification of my invention, especially for use on large engines,the piston B may be operated by means of a lever and weight, instead ofthe spring M, and separate check-Valves used on the pipes K as asubstitute for the valves l and 2.

Having fully described my invention, what l claim as especial featuresare as follows:

1. The combinatiomwith a relief-valve and compression-pipes leadingthereto, of checkvalves for preventing the iuid being forced backthrough one pipe by the pressure in another, substantially as described.

2. The combination,with an engine-cylinder and a compression-pipeleading therefrom, of a relief-valve connected with said pipe, and anair-cock, also connected with said pipe and arranged below therelief-valve,so as to draw off the iiuid between it and the cylinder,said cock and the seat ot' said relieivalvebeing arranged below thepoint where the pipe opens into the cylinder, substantially asdescribed.

3. Thecombinatiomwithanengine-cylinder,

of a compression-Lupe leading therefrom, and a spring-actuatedrelief-valve connected with said pipe, the latter descending below itsjunction with the cylinder, and both it and the chamber on the cylinderside of the valve being constructed and arranged to maintain constantlya body of water between the cylinder andthe relief-valve, substantiallyas described.

l. ln steam-engines, the compression or relief pipes K, cylinder A, andthe relief-valve B, operating in the manner shown, in combination withthe receiving-chambers N, all operated for the purposes and in themanner as substantiallyspecified.

5. The relief-valve B, chamber E, with its exhaust F, the screw-plug G,spring M, compression-chamber H, and pipes K K, in combination with thecheck-valves land 2, all arranged and operated in the manner and for thepurposes substantially as specified.

6. The air-cock L, in combination with the chamber H, the relief -valveB, exhaust F, compression-pipes K, and cylinder A, for the purposes andsubstantially in the mannerspeeiied.

7. llheconibination,withanengine-cylinder, of a relief-valve apparatus,and the compression-pipes connecting a common chamber in said apparatuswith both ends of said cylinder, said apparatus and said pipes beingconstructed and arranged to maintain constantly a body ot' water betweenthe said apparatus and both ends of the cylinder, substantially asdescribed.

THOMAS MARA FELL. lVitnesses:

IRA A. KIMBALL, EDWIN E. HiG-GINs.

